JP6114255B2 - Drive control apparatus for hybrid vehicle - Google Patents

Description

  The present invention relates to an improvement in a drive control device for a hybrid vehicle.

  For example, a differential mechanism including a first rotating element connected to a first electric motor, a second rotating element connected to an engine, an output rotating member and a third rotating element connected to the second electric motor, There is known a hybrid vehicle that includes a crankshaft locking device that restrains rotation of the crankshaft and that can use both a first electric motor and a second electric motor as drive sources in an electric travel mode.

JP 2008-265600 A

  In contrast, a first differential mechanism including a first rotating element coupled to the first electric motor, a second rotating element coupled to the engine, and a third rotating element coupled to the output rotating member, A first rotating element, a second rotating element, and a third rotating element connected to the two electric motors, and one of the second rotating element and the third rotating element is a third rotating element in the first differential mechanism; A second differential mechanism coupled to the first differential mechanism; a second rotational element in the first differential mechanism; a second rotational element in the second differential mechanism; and a third rotational element in the first differential mechanism. A clutch that selectively engages a rotating element that is not connected to the rotating element, and a third rotation in the first differential mechanism among the second rotating element and the third rotating element in the second differential mechanism. The non-rotating part of the rotating element that is not connected to the element And a brake for selectively engaged against a hybrid vehicle provided are considered. According to this, in addition to the first motor running mode in which the brake is engaged and the vehicle is driven exclusively by the second electric motor, the brake and the clutch are engaged and the vehicle is operated by the first electric motor and the second electric motor. A second motor running mode to be driven is obtained.

  By the way, in the hybrid vehicle, as a hybrid travel mode using the engine and the first electric motor or the second electric motor as a drive source, a first hybrid travel mode in which the brake is engaged and the clutch is released, and Since the second hybrid travel mode in which the engine is driven as the drive source, the brake is released and the clutch is engaged can be selected according to the gear ratio, higher transmission efficiency can be obtained. .

  However, in the hybrid vehicle, when the engine is stopped in response to the engine stop request while traveling in the second hybrid travel mode, for example, the engine speed is positively increased by using the first electric motor in order to quickly pass the resonance region. If it tries to pull down, the rotation element which is not connected with the 3rd rotation element in the 1st differential mechanism among the 2nd rotation element and the 3rd rotation element in the 2nd differential mechanism, and the 1st differential The second motor in the mechanism is connected to the second rotating element in the mechanism by a clutch, and the second motor independently increases the unintended driving torque generated in the output rotating member when the engine speed is actively reduced by the first motor. Therefore, there is a disadvantage that the driving torque of the vehicle temporarily increases unintentionally. It was.

  The present invention has been made against the background of the above circumstances, and its purpose is to cause an unintended increase in driving torque of the vehicle when the engine is stopped during traveling in the second hybrid traveling mode. An object is to provide a drive control device for a hybrid vehicle that does not.

In order to achieve such an object, the gist of the present invention is that (a) a first differential mechanism and a second differential mechanism having four rotation elements as a whole, and the four rotation elements are connected to each other. An engine, a first electric motor, a second electric motor, and an output rotating member, wherein (b) one of the four rotating elements is the rotating element of the first differential mechanism and the second difference And (c) a rotating element of the first differential mechanism or the second differential mechanism to be engaged by the clutch is a non-rotating member. (D) as a travel mode, the brake is engaged and the clutch is released to receive a reaction force of the engine output by the first electric motor and 2 Driving the output member by an electric motor The vehicle travels by receiving the reaction force of the output of the engine by the first motor and the second motor by releasing the brake and engaging the clutch. A drive control apparatus for a hybrid vehicle having a second hybrid travel mode, wherein (e) the clutch is released when there is a request to stop the engine when the second hybrid travel mode is selected. In addition, the engine is stopped after being switched to the first hybrid travel mode by engaging the brake, and (f) a determination value for predicting resonance in the power transmission system in which the engine rotation speed is preset. When the engine speed falls below, the first motor is used to actively reduce the engine speed, and the first motor Wherein the second motor is controlled so as to cancel a reaction force generated in the output member according to the engine rotational speed decrease due.

According to the hybrid vehicle drive control device of the present invention, the first differential mechanism and the second differential mechanism having four rotation elements as a whole in a state where the clutch CL is engaged, and the four rotation elements respectively. A coupled engine, a first motor, a second motor, and an output rotating member, wherein one of the four rotating elements is the rotating element of the first differential mechanism and the second differential mechanism; The rotating element of the first differential mechanism or the second differential mechanism to be engaged by the clutch brakes the non-rotating member. As a running mode, the brake is engaged, the clutch is engaged, the reaction force of the output of the engine is received by the first motor, and the output unit is received by the second motor. The first hybrid travel mode that travels by driving the engine, and the reaction force of the engine output is shared by the first motor and the second motor by releasing the brake and engaging the clutch. In the hybrid vehicle drive control device having the second hybrid travel mode, the clutch is released when the engine stop request is made when the second hybrid travel mode is selected. Since the engine is stopped after switching to the first hybrid travel mode by engaging the brake, the second rotation element and the third rotation element in the second differential mechanism connected by the clutch Of the first differential mechanism that is not connected to the third rotation element and the first rotation element Since the second rotating element in the moving mechanism is separated, an unintended increase in the driving force generated in the output rotating member when the engine speed is actively reduced by the first motor is the output of the second motor. Compensation (cancellation) can be achieved by temporarily reducing the torque to keep the vehicle driving force constant. For this reason, the inconvenience that the driving torque of the vehicle temporarily increases unintentionally is eliminated. In addition, when the engine rotation speed falls below a determination value in which resonance in a preset power transmission system is predicted , the first motor is used to actively reduce the engine rotation speed, and the first motor Since the second electric motor is controlled so as to cancel the reaction force generated in the output member due to the decrease in the engine rotation speed due to the engine speed, the first motor causes the engine rotation speed to be actively reduced so that an unintended drive torque Even if the increase occurs in the output member, the driving force of the vehicle is not output because the running of the vehicle is mechanically restricted.

  Here, it preferably includes a manual operation device that manually selects a travel position that allows the vehicle to travel and a parking position that mechanically prevents the vehicle from traveling, and the parking position is selected by the manual operation device. If so, the engine is stopped in the previous second hybrid travel mode. For this reason, since the engine speed is positively decreased by the first electric motor, even if an unintended increase in driving torque occurs in the output member, the vehicle travel is mechanically restricted. Force is not output.

  Preferably, the first differential mechanism includes a first rotating element connected to the first electric motor, a second rotating element connected to the engine, and a third rotating element connected to the output rotating member. The second differential mechanism includes a first rotating element, a second rotating element, and a third rotating element connected to a second electric motor, and one of the second rotating element and the third rotating element. One is connected to a third rotating element in the first differential mechanism, and the clutch includes a second rotating element in the first differential mechanism, a second rotating element in the second differential mechanism, and The third rotating element is selectively engaged with a rotating element that is not connected to the third rotating element in the first differential mechanism, and the brake is a second element in the second differential mechanism. The first difference between the two rotation elements and the third rotation element The rotating element of which is not connected to the third rotating element in mechanism, in which selectively engaging against a non-rotating member. Thereby, a practical hybrid vehicle drive control device is obtained.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device to which the present invention is preferably applied. It is a figure explaining the principal part of the control system provided in order to control the drive of the drive device of FIG. FIG. 2 is an engagement table showing clutch and brake engagement states in each of five types of travel modes established in the drive device of FIG. 1. FIG. FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, and is a diagram corresponding to modes 1 and 3 of FIG. 3. FIG. 4 is a collinear diagram that can represent the relative relationship of the rotation speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to mode 2 of FIG. 3. FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to mode 4 of FIG. 3. FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to mode 5 of FIG. 3. It is a figure explaining the transmission efficiency in the drive device of FIG. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus in the drive device of FIG. 1 was equipped. FIG. 7 is an alignment chart for explaining an operation of stopping the engine after switching to mode 3 shown in FIG. 4 during traveling in mode 4 shown in FIG. 6 when the engine is stopped. 2 is a flowchart for explaining a main part of engine stop control by an electronic control unit in the drive unit of FIG. 1. It is a skeleton diagram explaining the composition of the other hybrid vehicle drive device to which the present invention is applied suitably. It is a skeleton diagram explaining the composition of still another hybrid vehicle drive device to which the present invention is preferably applied. It is a skeleton diagram explaining the composition of still another hybrid vehicle drive device to which the present invention is preferably applied. It is a skeleton diagram explaining the composition of still another hybrid vehicle drive device to which the present invention is preferably applied. It is a skeleton diagram explaining the composition of still another hybrid vehicle drive device to which the present invention is preferably applied. It is a skeleton diagram explaining the composition of still another hybrid vehicle drive device to which the present invention is preferably applied. FIG. 6 is a collinear diagram illustrating the configuration and operation of still another hybrid vehicle drive device to which the present invention is preferably applied. FIG. 6 is a collinear diagram illustrating the configuration and operation of still another hybrid vehicle drive device to which the present invention is preferably applied. FIG. 6 is a collinear diagram illustrating the configuration and operation of still another hybrid vehicle drive device to which the present invention is preferably applied.

  In the present invention, the first differential mechanism and the second differential mechanism have four rotating elements as a whole in a state where the clutch is engaged. Preferably, in a configuration including another clutch in addition to the clutch between elements of the first differential mechanism and the second differential mechanism, the first differential mechanism and the second differential mechanism are: In the state in which the plurality of clutches are engaged, there are four rotating elements as a whole. In other words, the present invention relates to a first differential mechanism and a second differential mechanism that are represented as four rotating elements on the nomographic chart, an engine connected to each of the four rotating elements, a first electric motor, A second electric motor, and an output rotating member, wherein one of the four rotating elements includes a rotating element of the first differential mechanism and a rotating element of the second differential mechanism via a clutch. A hybrid vehicle that is selectively connected and a rotating element of the first differential mechanism or the second differential mechanism that is to be engaged by the clutch is selectively connected to a non-rotating member via a brake. It is suitably applied to the drive control apparatus.

  The clutch and the brake are preferably hydraulic engagement devices whose engagement state is controlled (engaged or released) according to the hydraulic pressure, for example, a wet multi-plate friction engagement device. However, a meshing engagement device, that is, a so-called dog clutch (meshing clutch) may be used. Alternatively, the engagement state may be controlled (engaged or released) according to an electrical command, such as an electromagnetic clutch or a magnetic powder clutch.

  In the drive device to which the present invention is applied, one of a plurality of travel modes is selectively established according to the engagement state of the clutch and the brake. Preferably, the operation of the engine is stopped and the brake is engaged and the clutch is released in an EV traveling mode in which at least one of the first electric motor and the second electric motor is used as a driving source for traveling. Thus, mode 1 is established, and mode 2 is established by engaging both the brake and the clutch. In the hybrid travel mode in which the engine is driven and the first electric motor and the second electric motor drive or generate electric power as necessary, the mode is set when the brake is engaged and the clutch is released. Mode 4 is established when the brake is released and the clutch is engaged, and mode 5 is established when both the brake and the clutch are released.

  In the present invention, preferably, in the collinear diagram of each rotating element in each of the first differential mechanism and the second differential mechanism when the clutch is engaged and the brake is released. The arrangement order indicates the first rotation in the first differential mechanism when the rotation speeds corresponding to the second rotation element and the third rotation element in each of the first differential mechanism and the second differential mechanism are superimposed. An element, a first rotating element in the second differential mechanism, a second rotating element in the first differential mechanism, a second rotating element in the second differential mechanism, a third rotating element in the first differential mechanism, and a second rotating element. It is the order of the 3rd rotation element in 2 differential mechanisms.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings used for the following description, the dimensional ratios and the like of each part are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating the configuration of a hybrid vehicle drive device 10 (hereinafter simply referred to as drive device 10) to which the present invention is preferably applied. As shown in FIG. 1, the drive device 10 of the present embodiment is a device for horizontal use that is preferably used in, for example, an FF (front engine front wheel drive) type vehicle and the like, and an engine 12, which is a main power source, The first electric motor MG1, the second electric motor MG2, the first planetary gear device 14 as a first differential mechanism, and the second planetary gear device 16 as a second differential mechanism are provided on a common central axis CE. ing. The drive device 10 is configured substantially symmetrically with respect to the center axis CE, and in FIG. 1, the lower half of the center line is omitted. The same applies to each of the following embodiments.

  The engine 12 is, for example, an internal combustion engine such as a gasoline engine that generates driving force by combustion of fuel such as gasoline injected in a cylinder. The first electric motor MG1 and the second electric motor MG2 are preferably so-called motor generators each having a function as a motor (engine) for generating a driving force and a generator (generator) for generating a reaction force. The stators (stator) 18 and 22 are fixed to a housing (case) 26 which is a non-rotating member, and rotors (rotors) 20 and 24 are provided on the inner peripheral sides of the stators 18 and 22. ing.

  The first planetary gear unit 14 is a single pinion type planetary gear unit having a gear ratio ρ1, and is a carrier as a second rotation element that supports the sun gear S1 and the pinion gear P1 as the first rotation element so as to be capable of rotating and revolving. A ring gear R1 as a third rotation element that meshes with the sun gear S1 via C1 and the pinion gear P1 is provided as a rotation element (element). The second planetary gear device 16 is a single pinion type planetary gear device having a gear ratio of ρ2, and is a carrier as a second rotating element that supports the sun gear S2 and the pinion gear P2 as the first rotating element so as to be capable of rotating and revolving. A ring gear R2 as a third rotating element that meshes with the sun gear S2 via C2 and the pinion gear P2 is provided as a rotating element (element).

  The sun gear S1 of the first planetary gear unit 14 is connected to the rotor 20 of the first electric motor MG1. The carrier C1 of the first planetary gear device 14 is connected to an input shaft 28 that is rotated integrally with the crankshaft of the engine 12. The input shaft 28 is centered on the central axis CE. In the following embodiments, the direction of the central axis of the central axis CE is referred to as an axial direction (axial direction) unless otherwise distinguished. The ring gear R1 of the first planetary gear device 14 is connected to the output gear 30 that is an output rotating member, and is also connected to the ring gear R2 of the second planetary gear device 16. The sun gear S2 of the second planetary gear device 16 is connected to the rotor 24 of the second electric motor MG2.

  The driving force output from the output gear 30 is transmitted to a pair of left and right drive wheels (not shown) via a differential gear device (not shown) and an axle. On the other hand, torque input to the drive wheels from the road surface of the vehicle is transmitted (input) from the output gear 30 to the drive device 10 via the differential gear device and the axle. A mechanical oil pump 32 such as a vane pump is connected to an end of the input shaft 28 opposite to the engine 12, and hydraulic pressure that is used as a source pressure of a hydraulic control circuit 60 and the like to be described later when the engine 12 is driven. Is output. In addition to the oil pump 32, an electric oil pump driven by electric energy may be provided.

  The carrier C1 of the first planetary gear unit 14 and the carrier C2 of the second planetary gear unit 16 are selectively engaged between the carriers C1 and C2 (disconnection between the carriers C1 and C2). A clutch CL is provided. A brake BK for selectively engaging (fixing) the carrier C2 with the housing 26 is provided between the carrier C2 of the second planetary gear device 16 and the housing 26 which is a non-rotating member. The clutch CL and the brake BK are preferably hydraulic engagement devices whose engagement states are controlled (engaged or released) according to the hydraulic pressure supplied from the hydraulic control circuit 60. For example, a wet multi-plate friction engagement device or the like is preferably used, but a meshing engagement device, that is, a so-called dog clutch (meshing clutch) may be used. Furthermore, an engagement state may be controlled (engaged or released) according to an electrical command supplied from the electronic control device 40, such as an electromagnetic clutch or a magnetic powder clutch.

As shown in FIG. 1, in the drive device 10, the first planetary gear device 14 and the second planetary gear device 16 are arranged coaxially with the input shaft 28 (on the central axis CE), and the central shaft It arrange | positions in the position which opposes in the axial direction of CE. That is, the first planetary gear device 14 is disposed on the engine 12 side with respect to the second planetary gear device 16 with respect to the axial direction of the central axis CE. With respect to the axial direction of the central axis CE, the first electric motor MG1 is disposed on the engine 12 side with respect to the first planetary gear unit 14. With respect to the axial direction of the central axis CE, the second electric motor MG2 is disposed on the opposite side of the engine 12 with respect to the second planetary gear device 16. That is, the first electric motor MG1 and the second electric motor MG2 are arranged at positions facing each other with the first planetary gear device 14 and the second planetary gear device 16 interposed therebetween with respect to the axial direction of the central axis CE. That is, in the drive device 10, in the axial direction of the central axis CE, the first electric motor MG1, the first planetary gear device 14, the clutch CL, the second planetary gear device 16, the brake BK, and the second electric motor MG2 from the engine 12 side. In order, these components are arranged on the same axis.

  FIG. 2 is a diagram for explaining a main part of a control system provided in the driving device 10 in order to control driving of the driving device 10. The electronic control unit 40 shown in FIG. 2 includes a CPU, a ROM, a RAM, an input / output interface, and the like, and executes signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. The microcomputer is a so-called microcomputer, and executes various controls related to driving of the drive device 10 including drive control of the engine 12 and hybrid drive control related to the first electric motor MG1 and the second electric motor MG2. That is, in this embodiment, the electronic control device 40 corresponds to a drive control device for a hybrid vehicle to which the drive device 10 is applied. The electronic control device 40 is configured as an individual control device for each control as necessary, such as for output control of the engine 12 and operation control of the first electric motor MG1 and the second electric motor MG2.

As shown in FIG. 2, the electronic control device 40 is configured to be supplied with various signals from sensors, switches, and the like provided in each part of the driving device 10. That is, a driver's output request is made by the operation position signal Sh output from the shift operating device 41 in response to a manual operation to a parking position, neutral position, forward travel position, reverse travel position, etc., and the accelerator opening sensor 42. signal representing the accelerator opening a _CC is an operation amount of an accelerator pedal (not shown) corresponding to the amount, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 12 by the engine rotational speed sensor 44, the MG1 rotational speed sensor 46 A signal representing the rotational speed N MG1 of the first electric motor _MG1 , a signal representing the rotational speed N _MG2 of the second electric motor MG2 by the MG2 rotational speed sensor 48, and a rotational speed N of the output gear 30 corresponding to the vehicle speed V by the output rotational speed sensor 50 signal representing the _OUT, each car in the driving device 10 by the wheel speed sensors 52 Signals representing the respective speeds N _W, and signal or the like indicative of a charged capacity (charged state) SOC of the battery (not shown) by the battery SOC sensor 54 are respectively supplied to the electronic control unit 40.

The electronic control device 40 is configured to output an operation command to each part of the drive device 10. That is, as an engine output control command for controlling the output of the engine 12, a fuel injection amount signal for controlling a fuel supply amount to an intake pipe or the like by the fuel injection device, and an ignition timing (ignition timing) of the engine 12 by the ignition device are commanded. An ignition signal and an electronic throttle valve drive signal supplied to the throttle actuator for operating the throttle valve opening θ _TH of the electronic throttle valve are output to the engine control device 56 that controls the output of the engine 12. A command signal commanding the operation of the first motor MG1 and the second motor MG2 is output to the inverter 58, and electric energy corresponding to the command signal is transmitted from the battery to the first motor MG1 and the second motor MG2 via the inverter 58. The output (torque) of the first electric motor MG1 and the second electric motor MG2 is controlled by being supplied. Electric energy generated by the first electric motor MG1 and the second electric motor MG2 is supplied to the battery via the inverter 58 and stored in the battery. A command signal for controlling the engagement state of the clutch CL and the brake BK is supplied to an electromagnetic control valve such as a linear solenoid valve provided in the hydraulic control circuit 60, and the hydraulic pressure output from the electromagnetic control valve is controlled. The engagement state of the clutch CL and the brake BK is controlled. Further, a command signal for locking the rotation of the output gear 30 is supplied from the electronic control unit 40 to the parking lock device 62 in response to the operation position signal Sh indicating the parking position.

  The drive device 10 functions as an electric differential unit that controls the differential state between the input rotation speed and the output rotation speed by controlling the operation state via the first electric motor MG1 and the second electric motor MG2. For example, the electric energy generated by the first electric motor MG1 is supplied to the battery and the second electric motor MG2 via the inverter 58. As a result, the main part of the power of the engine 12 is mechanically transmitted to the output gear 30, while a part of the power is consumed for power generation by the first electric motor MG 1 and is converted into electric energy there. The electric energy is supplied to the second electric motor MG2. Then, the second electric motor MG2 is driven and the power output from the second electric motor MG2 is transmitted to the output gear 30. An electric path from conversion of part of the power of the engine 12 to electric energy and conversion of the electric energy into mechanical energy by a device related to the generation of the electric energy until it is consumed in the second electric motor MG2 Composed.

  In the hybrid vehicle to which the drive device 10 configured as described above is applied, depending on the drive state of the engine 12, the first electric motor MG1, and the second electric motor MG2, the engagement state of the clutch CL, the brake BK, and the like. Any one of the plurality of travel modes is selectively established. FIG. 3 is an engagement table showing the engagement states of the clutch CL and the brake BK in each of the five types of travel modes established in the drive device 10, with the engagement indicated by “◯” and the release indicated by a blank. Yes. In the travel modes “EV-1” and “EV-2” shown in FIG. 3, the operation of the engine 12 is stopped, and at least one of the first electric motor MG1 and the second electric motor MG2 is used as a driving source for traveling. EV traveling mode used as “HV-1”, “HV-2”, and “HV-3” are all driven by the first electric motor MG1 and the second electric motor MG2 as needed while driving the engine 12 as a driving source for traveling, for example. It is a hybrid travel mode in which power generation is performed. In this hybrid travel mode, a reaction force may be generated by at least one of the first electric motor MG1 and the second electric motor MG2, or may be idled in an unloaded state.

  As shown in FIG. 3, in the driving device 10, the operation of the engine 12 is stopped, and in the EV traveling mode in which at least one of the first electric motor MG <b> 1 and the second electric motor MG <b> 2 is used as a driving source for traveling, the brake BK Is engaged and the clutch CL is disengaged, the mode 1 (first electric motor travel mode) “EV-1” is changed, and the brake BK and the clutch CL are engaged together to enter the mode 2 (second “EV-2”, which is an electric motor travel mode), is established. In the hybrid traveling mode in which the engine 12 is driven as a driving source for traveling, for example, and the first electric motor MG1 and the second electric motor MG2 are driven or generated as necessary, the brake BK is engaged and the clutch CL is engaged. "HV-1" which is mode 3 (first hybrid travel mode) when released is mode 4 (second hybrid travel mode) when brake BK is released and clutch CL is engaged. "HV-2" is established in mode 5 (third hybrid travel mode) by releasing both the brake BK and the clutch CL.

  4 to 7 show the rotational speeds of the rotating elements in the driving device 10 (the first planetary gear device 14 and the second planetary gear device 16) that have different coupling states depending on the engagement states of the clutch CL and the brake BK. Is a collinear diagram that can represent the relative relationship of the first planetary gear device 14 and the second planetary gear device 16 in the horizontal axis direction, and shows the relative relationship of the gear ratio ρ in the vertical axis direction. It is a two-dimensional coordinate which shows a relative rotational speed. Respective rotation speeds are represented with the rotation direction of the output gear 30 when the vehicle moves forward as the positive direction (positive rotation). A horizontal line X1 indicates zero rotation speed. In the vertical lines Y1 to Y4, in order from the left, the solid line Y1 is the sun gear S1 (first electric motor MG1) of the first planetary gear unit 14, the broken line Y2 is the sun gear S2 (second electric motor MG2) of the second planetary gear unit 16, and the solid line Y3. Is the carrier C1 (engine 12) of the first planetary gear unit 14, the broken line Y3 'is the carrier C2 of the second planetary gear unit 16, the solid line Y4 is the ring gear R1 (output gear 30) of the first planetary gear unit 14, and the broken line Y4'. Represents the relative rotational speeds of the ring gears R2 of the second planetary gear unit 16. 4 to 7, vertical lines Y3 and Y3 ′ and vertical lines Y4 and Y4 ′ are overlaid. Here, since the ring gears R1 and R2 are connected to each other, the relative rotational speeds of the ring gears R1 and R2 indicated by the vertical lines Y4 and Y4 ′ are equal.

  4 to 7, the relative rotational speeds of the three rotating elements in the first planetary gear unit 14 are indicated by a solid line L1, and the relative rotational speeds of the three rotating elements in the second planetary gear unit 16 are indicated by a broken line L2. Respectively. The intervals between the vertical lines Y1 to Y4 (Y2 to Y4 ′) are determined according to the gear ratios ρ1 and ρ2 of the first planetary gear device 14 and the second planetary gear device 16. That is, regarding the vertical lines Y1, Y3, Y4 corresponding to the three rotating elements in the first planetary gear device 14, the distance between the sun gear S1 and the carrier C1 corresponds to 1, and the distance between the carrier C1 and the ring gear R1. Corresponds to ρ1. Regarding the vertical lines Y2, Y3 ', Y4' corresponding to the three rotating elements in the second planetary gear device 16, the space between the sun gear S2 and the carrier C2 corresponds to 1, and the space between the carrier C2 and the ring gear R2 Corresponds to ρ2. That is, in the drive device 10, the gear ratio ρ2 of the second planetary gear device 16 is preferably larger than the gear ratio ρ1 of the first planetary gear device 14 (ρ2> ρ1). Hereinafter, each traveling mode in the drive device 10 will be described with reference to FIGS. 4 to 7.

“EV-1” shown in FIG. 3 corresponds to mode 1 (first electric motor travel mode) in the drive device 10, and preferably the operation of the engine 12 is stopped and the second electric motor MG2 is operated. This is an EV traveling mode used as a driving source for traveling. FIG. 4 is a collinear diagram corresponding to this mode 1. If described using this collinear diagram, the carrier C1 of the first planetary gear device 14 and the second planetary gear device are released by releasing the clutch CL. Relative rotation with 16 carriers C2 is possible. By engaging the brake BK, the carrier C2 of the second planetary gear device 16 is connected (fixed) to the housing 26, which is a non-rotating member, and its rotational speed is zero. In this mode 1, in the second planetary gear device 16, the rotation direction of the sun gear S2 and the rotation direction of the ring gear R2 are opposite, and negative torque (torque in the negative direction) is output by the second electric motor MG2. Then, the ring gear R2, that is, the output gear 30 is rotated in the positive direction by the torque. That is, by outputting negative torque by the second electric motor MG2, the hybrid vehicle to which the drive device 10 is applied can travel forward. In this case, the first electric motor MG1 is idled. In this mode 1, relative rotation of the carriers C1 and C2 is allowed, and the EV (electricity) driving in a vehicle equipped with a so-called THS (Toyota Hybrid System) in which the carrier C2 is connected to a non-rotating member is performed. Forward or reverse EV traveling control by the second electric motor MG2 can be performed.

  “EV-2” shown in FIG. 3 corresponds to mode 2 (second electric motor travel mode) in the drive device 10, and preferably the operation of the engine 12 is stopped and the first electric motor MG1 and This is an EV traveling mode in which at least one of the second electric motors MG2 is used as a driving source for traveling. FIG. 5 is a collinear diagram corresponding to this mode 2. If described with reference to this collinear diagram, the carrier C1 and the second planetary gear of the first planetary gear unit 14 are engaged by engaging the clutch CL. Relative rotation of the device 16 with the carrier C2 is disabled. Further, when the brake BK is engaged, the carrier C2 of the second planetary gear device 16 and the carrier C1 of the first planetary gear device 14 engaged with the carrier C2 are connected to the housing 26 which is a non-rotating member. (Fixed) and the rotation speed is zero. In this mode 2, in the first planetary gear device 14, the rotation direction of the sun gear S1 and the rotation direction of the ring gear R1 are opposite to each other. In the second planetary gear device 16, the rotation direction of the sun gear S2 and the rotation direction of the ring gear R2 The direction of rotation is the opposite direction. That is, when negative torque (torque in the negative direction) is output by the first electric motor MG1 to the second electric motor MG2, the ring gears R1 and R2, that is, the output gear 30 are rotated in the positive direction by the torque. That is, the hybrid vehicle to which the drive device 10 is applied can be moved forward or backward by at least one of the first electric motor MG1 and the second electric motor MG2.

  In mode 2, a mode in which power generation is performed by at least one of the first electric motor MG1 and the second electric motor MG2 can be established. In this form, it becomes possible to share and generate driving force (torque) for traveling by one or both of the first motor MG1 and the second motor MG2, and each motor can be operated at an efficient operating point. In addition, it is possible to run to ease restrictions such as torque limitation due to heat. Furthermore, it is possible to idle one or both of the first electric motor MG1 and the second electric motor MG2 when power generation by regeneration is not allowed, such as when the battery is fully charged. That is, in mode 2, it is possible to perform EV traveling under a wide range of traveling conditions, or to perform EV traveling continuously for a long time. Therefore, the mode 2 is suitably employed in a hybrid vehicle having a high ratio of EV traveling such as a plug-in hybrid vehicle.

  “HV-1” shown in FIG. 3 corresponds to mode 3 (first hybrid travel mode) in the drive device 10, and is preferably used as a travel drive source by driving the engine 12. This is a hybrid travel mode in which driving or power generation is performed by the first electric motor MG1 and the second electric motor MG2 as necessary. The collinear diagram of FIG. 4 also corresponds to this mode 3. If described using this collinear diagram, the carrier C1 and the second planet of the first planetary gear unit 14 are released by releasing the clutch CL. The gear device 16 can rotate relative to the carrier C2. By engaging the brake BK, the carrier C2 of the second planetary gear device 16 is connected (fixed) to the housing 26, which is a non-rotating member, and its rotational speed is zero. In this mode 3, the engine 12 is driven, and the output gear 30 is rotated by the output torque. At this time, in the first planetary gear device 14, the output torque from the engine 12 can be transmitted to the output gear 30 by causing the first electric motor MG 1 to output the reaction torque. In the second planetary gear device 16, the rotation direction of the sun gear S2 and the rotation direction of the ring gear R2 are opposite because the brake BK is engaged. That is, when negative torque (negative direction torque) is output by the second electric motor MG2, the ring gears R1 and R2, that is, the output gear 30 are rotated in the positive direction by the torque.

  “HV-2” shown in FIG. 3 corresponds to mode 4 (second hybrid travel mode) in the drive device 10, and is preferably used as a drive source for travel when the engine 12 is driven. This is a hybrid travel mode in which driving or power generation is performed by the first electric motor MG1 and the second electric motor MG2 as necessary. FIG. 6 is a collinear diagram corresponding to this mode 4, and will be described using this collinear diagram. When the clutch CL is engaged, the carrier C1 and the second planetary gear of the first planetary gear unit 14 are shown. Relative rotation of the device 16 with the carrier C2 is disabled, and the carriers C1 and C2 operate as one rotating element that is rotated integrally. Since the ring gears R1 and R2 are connected to each other, the ring gears R1 and R2 operate as one rotating element that is rotated integrally. That is, in mode 4, the rotating elements in the first planetary gear device 14 and the second planetary gear device 16 in the drive device 10 function as a differential mechanism including four rotating elements as a whole. That is, four gears in order from the left in FIG. 6 are the sun gear S1 (first electric motor MG1), the sun gear S2 (second electric motor MG2), the carriers C1 and C2 (engine 12) connected to each other, A composite split mode is obtained in which ring gears R1 and R2 (output gear 30) connected to each other are connected in this order.

  As shown in FIG. 6, in mode 4, preferably, the arrangement order of the rotating elements in the first planetary gear device 14 and the second planetary gear device 16 in the alignment chart is the sun gear S <b> 1 indicated by the vertical line Y <b> 1, The sun gear S2 indicated by the line Y2, the carriers C1 and C2 indicated by the vertical line Y3 (Y3 ′), and the ring gears R1 and R2 indicated by the vertical line Y4 (Y4 ′) are arranged in this order. The gear ratios ρ1 and ρ2 of the first planetary gear device 14 and the second planetary gear device 16 are respectively represented by a vertical line Y1 corresponding to the sun gear S1 and a vertical line Y2 corresponding to the sun gear S2, as shown in FIG. Are arranged so that the interval between the vertical lines Y1 and Y3 is larger than the interval between the vertical lines Y2 and Y3 ′. In other words, the distance between the sun gears S1, S2 and the carriers C1, C2 corresponds to 1, and the distance between the carriers C1, C2 and the ring gears R1, R2 corresponds to ρ1, ρ2. , The gear ratio ρ2 of the second planetary gear device 16 is larger than the gear ratio ρ1 of the first planetary gear device 14.

  In mode 4, when the clutch CL is engaged, the carrier C1 of the first planetary gear unit 14 and the carrier C2 of the second planetary gear unit 16 are connected, and the carriers C1 and C2 rotate integrally. Be made. For this reason, the reaction force can be applied to the output of the engine 12 by either the first electric motor MG1 or the second electric motor MG2. That is, when the engine 12 is driven, the reaction force can be shared by one or both of the first electric motor MG1 and the second electric motor MG2, and the engine 12 can be operated at an efficient operating point, or the torque can be limited by heat. The driving | running | working etc. which ease the restrictions of this become possible.

For example, the efficiency can be improved by controlling the first motor MG1 and the second motor MG2 to receive the reaction force preferentially by the motor that can operate efficiently. For example, relatively vehicle speed V is high high-speed drive and at the time of relatively engine rotational speed N _E is lower low rotation, there is a case where the rotational speed N _MG1 of the first motor MG1 has a negative value or negative rotation. In such a case, considering that the reaction force of the engine 12 is received by the first electric motor MG1, the first electric motor MG1 is in a reverse rotation state in which electric power is consumed and negative torque is generated, which may lead to a reduction in efficiency. There is. Here, as is apparent from FIG. 6, in the driving device 10, the rotational speed of the second electric motor MG2 indicated by the vertical line Y2 is a negative value compared to the rotational speed of the first electric motor MG1 indicated by the vertical line Y1. In many cases, the reaction force of the engine 12 can be received in the forward rotation state. Therefore, when the rotational speed of the first electric motor MG1 is a negative value, the fuel efficiency is improved by improving the efficiency by controlling the second electric motor MG2 to receive the reaction force of the engine 12 preferentially. Can do. Further, when torque is limited by heat in either the first electric motor MG1 or the second electric motor MG2, the driving force is assisted by regeneration or output of an electric motor that is not torque limited, thereby driving the engine 12. It is possible to secure the necessary reaction force.

  FIG. 8 is a diagram for explaining the transmission efficiency in the drive device 10, wherein the horizontal axis represents the transmission ratio and the vertical axis represents the theoretical transmission efficiency. The gear ratio shown in FIG. 8 is the ratio of the input-side rotational speed to the output-side rotational speed, that is, the reduction ratio in the first planetary gear device 14 and the second planetary gear device 16, for example, the rotational speed of the output gear 30 ( This corresponds to the ratio of the rotational speed of the input rotary member such as the carrier C1 to the rotational speed of the ring gears R1 and R2. In the horizontal axis shown in FIG. 8, the left side of the drawing is the high gear side with a small gear ratio, and the right side is the low gear side with a large gear ratio. The theoretical transmission efficiency shown in FIG. 8 is a theoretical value of the transmission efficiency in the driving device 10, and the power input to the first planetary gear device 14 and the second planetary gear device 16 is mechanically transmitted without passing through the electric path. Thus, the maximum efficiency is 1.0 when all of the power is transmitted to the output gear 30.

  In FIG. 8, the transmission efficiency at the time of mode 3 (HV-1) in the driving device 10 is indicated by a one-dot chain line, and the transmission efficiency at the time of mode 4 (HV-2) is indicated by a solid line. As shown in FIG. 8, the transmission efficiency in mode 3 (HV-1) in drive device 10 is the maximum efficiency at speed ratio γ1. At this speed ratio γ1, the rotation speed of the first electric motor MG1 (sun gear S1) becomes zero, and the electric path due to receiving the reaction force in the first electric motor MG1 becomes zero, and only by mechanical power transmission This is an operating point at which power can be transmitted from the engine 12 to the second electric motor MG2 to the output gear 30. Hereinafter, such a high-efficiency operating point with zero electrical path is referred to as a mechanical point (mechanical transmission point). The speed ratio γ1 is a speed ratio on the overdrive side, that is, a speed ratio smaller than 1. Hereinafter, the speed ratio γ1 is referred to as a first mechanical transmission speed ratio γ1. As shown in FIG. 8, the transmission efficiency in mode 3 gradually decreases as the gear ratio becomes a value on the low gear side with respect to the first machine transmission gear ratio γ1, while the gear ratio becomes the first machine transmission gear ratio γ1. As the value becomes higher on the high gear side, the value drops more rapidly than on the low gear side.

  As shown in FIG. 8, in mode 4 (HV-2) in the drive device 10, the first electric motor MG1 and the second electric motor MG1 according to the collinear diagram of FIG. The gear ratios ρ1 and ρ2 of the first planetary gear device 14 and the second planetary gear device 16 are determined so that the rotational speeds of the electric motors MG2 are at different positions on the horizontal axis. The transmission efficiency has a mechanical point at the speed ratio γ2 in addition to the speed ratio γ1. That is, in mode 4, the rotational speed of the first electric motor MG1 becomes zero at the first mechanical transmission speed ratio γ1, and the mechanical point at which the electric path caused by receiving the reaction force in the first electric motor MG1 becomes zero. In addition, a mechanical point is realized in which the rotation speed of the second electric motor MG2 becomes zero at the speed ratio γ2 and the electric path due to receiving the reaction force in the second electric motor MG2 becomes zero. Hereinafter, the speed ratio γ2 is referred to as a second mechanical transmission speed ratio γ2. The second machine transmission speed ratio γ2 corresponds to a speed ratio smaller than the first machine transmission speed ratio γ1. That is, in the mode 4 in the driving device 10, the system has a mechanical point on the high gear side with respect to the mode 3 time.

  As shown in FIG. 8, the transmission efficiency in the mode 4 rapidly decreases in the region on the low gear side from the first mechanical transmission speed ratio γ1 as compared with the transmission efficiency in the mode 3 as the speed ratio increases. In the region of the gear ratio between the first machine transmission speed ratio γ1 and the second machine transmission speed ratio γ2, the curve is on the low efficiency side. In this region, the transmission efficiency in mode 4 is equal to or higher than the transmission efficiency in mode 3. The transmission efficiency in mode 4 is relatively higher than the transmission efficiency in mode 3 although it decreases as the shift ratio decreases in the region on the higher gear side than the second mechanical transmission speed ratio γ2. That is, at the time of mode 4, in addition to the first machine transmission speed ratio γ1, the second machine transmission speed ratio γ2 on the higher gear side than the first machine transmission speed ratio γ1 has a mechanical point, so that the gear ratio is relatively high. It is possible to improve the transmission efficiency during high gear operation with a small gear. Therefore, for example, it is possible to improve fuel efficiency by improving transmission efficiency during relatively high-speed traveling.

  As described above with reference to FIG. 8, in the drive device 10, the engine 12 is driven as a driving source for traveling, for example, and driven or generated by the first electric motor MG <b> 1 and the second electric motor MG <b> 2 as necessary. During the hybrid running, the transmission efficiency can be improved by appropriately switching between mode 3 (HV-1) and mode 4 (HV-2). For example, mode 3 is established in the region of the gear ratio on the low gear side relative to the first machine low speed gear ratio γ1, while mode 4 is established in the region of the gear ratio on the high gear side relative to the first machine transmission gear ratio γ1. By performing the control, the transmission efficiency can be improved in a wide gear ratio region from the low gear region to the high gear region.

  “HV-3” shown in FIG. 3 corresponds to mode 5 (third hybrid travel mode) in the drive device 10, and is preferably used as a travel drive source when the engine 12 is driven. This is a hybrid travel mode in which power generation is performed by the first electric motor MG1, the gear ratio is continuously variable, and the operating point of the engine 12 is operated along a preset optimum curve. In this mode 5, it is possible to realize a mode in which the second electric motor MG2 is disconnected from the drive system and driven by the engine 12 and the first electric motor MG1. FIG. 7 is a collinear diagram corresponding to this mode 5. If described using this collinear diagram, the carrier C1 of the first planetary gear device 14 and the second planetary gear device are released by releasing the clutch CL. Relative rotation with 16 carriers C2 is possible. By releasing the brake BK, the carrier C2 of the second planetary gear device 16 can rotate relative to the housing 26, which is a non-rotating member. In such a configuration, the second electric motor MG2 can be disconnected from the drive system (power transmission path) and stopped.

  In mode 3, since the brake BK is engaged, the second electric motor MG2 is always rotated with the rotation of the output gear 30 (ring gear R2) during vehicle travel. In such a form, in a region where the rotation is relatively high, the rotation speed of the second electric motor MG2 reaches a limit value (upper limit value), the rotation speed of the ring gear R2 is increased and transmitted to the sun gear S2, and the like. Therefore, it is not always preferable to always rotate the second electric motor MG2 at a relatively high vehicle speed from the viewpoint of improving efficiency. On the other hand, in mode 5, the second electric motor MG2 is disconnected from the drive system at a relatively high vehicle speed, and driven by the engine 12 and the first electric motor MG1, thereby realizing the driving of the second electric motor MG2. In addition to reducing drag loss in the case, it is possible to eliminate the restriction on the maximum vehicle speed caused by the maximum rotation speed (upper limit value) allowed for the second electric motor MG2.

  As is clear from the above description, in the drive device 10, the engine 12 is driven and used as a driving source for traveling, and driving or power generation is performed by the first electric motor MG1 and the second electric motor MG2 as necessary. As for hybrid driving, HV-1 (mode 3), HV-2 (mode 4), and HV-3 (mode 5) are selectively selected according to the combination of engagement and release of the clutch CL and the brake BK. Can be established. Thereby, for example, by selectively establishing the mode with the highest transmission efficiency among these three modes according to the vehicle speed, the gear ratio, etc. of the vehicle, it is possible to improve the transmission efficiency and thus improve the fuel efficiency. it can.

FIG. 9 is a functional block diagram illustrating a main part of the control function of the electronic control unit 40 of FIG. In FIG. 9, the shift position determination unit 70 determines the shift position manually operated in the shift operation device 41. For example, it is determined based on the operation position signal Sh output from the shift operation device 41 whether or not the shift position has been operated to the parking position. The engine stop request determination unit 72 determines whether or not there has been a stop request for the engine 12 from the drive state of the engine 12 (a state driven by the engine control device 56). For example, when the required driving force calculated from the accelerator opening and the vehicle speed falls below a predetermined determination value, when the SOC of the power storage device (not shown) exceeds the upper limit value and enters a charge restriction state, an ignition switch (not shown) Is switched from a state corresponding to an operation position (drive position) “ON” for driving the engine 12 to a state corresponding to an operation position (stop position) “OFF” for stopping the engine 12. It is determined that the engine 12 has been requested to stop. The mode determination unit 74 has five modes, EV-1 (mode 1), EV-2 (mode 2), HV-1 (mode 3), HV-2 (mode 4), and HV-3 (mode 5). Which is established, vehicle parameters such as the vehicle speed V and accelerator opening A _CC , SOC, operating temperature, the output state of the engine control device 56 and the inverter 58, the output state of the mode switching control unit 76, or already set The determination is made based on the flag or the like.

The mode switching control unit 76 determines and switches the traveling mode to be established in the drive device 10. For example, based on whether the required driving force of the driver determined based on the vehicle speed V and the accelerator opening degree A _CC is a preset electric traveling region or engine traveling region, or based on a request based on the SOC Then, it is determined whether it is electric traveling or hybrid traveling. When electric travel is selected, one of EV-1 (mode 1) and EV-2 (mode 2) is selected based on a request based on the SOC, a driver's selection, and the like. When hybrid travel is selected, HV-1 (mode 3), HV-2 (mode 3), HV-2 (mode 3), and so on, based on the efficiency and transmission efficiency of the engine 12, the required driving force, etc. Either mode 4) or HV-3 (mode 5) is selected. For example, the establishment of HV-1 (mode 3) is selected for the low gear at low vehicle speed (high reduction ratio region), and the establishment of HV-2 (mode 4) is selected for the middle gear (medium reduction ratio region) of medium vehicle speed. Then, establishment of HV-3 (mode 5) is selected in the high gear (reduced speed ratio range) at a high vehicle speed. The mode switching control unit 76 releases the clutch CL via the hydraulic control circuit 60 so that the newly selected HV-1 (mode 3) is established from the previous HV-2 (mode 4). And the brake BK is engaged. That is, the state shown in the alignment chart of FIG. 6 is changed to the state shown in the alignment chart of FIG.

The engine stop control unit 78 determines that the mode determination unit 74 is HV-2 (mode 4) while the vehicle is traveling, and the engine stop request determination unit 72 determines that an engine stop request has been issued. On the condition that the parking position is not determined by the shift position determination unit 70, the clutch CL is released by the mode switching control unit 76 and the brake BK is engaged, so that the HV-2 (mode 4) to the HV-1 ( After switching to mode 3), control of fuel supply to the intake pipe or the like by the fuel injection device or ignition by the ignition device, which has been performed via the engine control device 56, is stopped, and the engine 12 is operated. (operation) is stopped, decrease in the engine rotational speed N _E is started. Because and brake BK already clutch CL is released by the mode switching control section 76 is engaged, the solid line diagram of FIG 4 with stopping of the engine 12, the engine rotational speed N _E as shown in the line Since it becomes zero, it is shifted to the position shown by the solid line in the alignment chart of FIG.

In lowering process of the engine speed N _E by the operation stop of the engine 12, when passing through the resonance range of the engine rotational speed N _E is set in advance, there is a case where the resonance of the power transmission system is generated. Here, the power transmission system is a device related to power transmission from a driving source to driving wheels, that is, a so-called drive line. In a hybrid vehicle to which the driving device 10 is applied, an engine 12 as a driving source. , The first planetary gear device 14, the second planetary gear device 16, the input shaft 28, and the output gear 30 provided in the power transmission path from the first electric motor MG1, the second electric motor MG2, and the like to the driving wheel (not shown). , A damper, a differential gear device, a drive wheel, a body, and the like.

Resonance suppression control unit 80, when the predicted time i.e. resonance start was determined resonant potential in the power transmission system on the basis of the rotational speed N _E of the engine 12 from the predetermined relationship, the engine speed N _E Experimental when the resonance is below a preset determination value, for example about 400rpm is predicted, so that the rotational speed N _E of the engine 12 passes quickly resonance range, with the torque of the first electric motor MG1 engine The rotational speed N _{E of} 12 is positively reduced, that is, more rapidly than the previous reduction speed.

Torque compensation control unit 82, the output gear 30 which rotates integrally with ring gear R1, R2 when actively reduce the rotational speed N _E of the engine 12 by using the first electric motor MG1 is subjected to reaction force Although the rotation tends to increase temporarily, it is desired that the vehicle travels with a constant driving force, so that a compensation torque (positive torque) for canceling the reaction force is output from the second electric motor MG2.

  FIG. 11 is a flowchart for explaining a main part of the control operation of the electronic control unit 40 of FIG. 2, and is repeatedly executed at a predetermined control cycle.

First, in step (hereinafter, step is omitted) S1 corresponding to the engine stop request determination unit 72, it is determined whether or not an engine stop request is issued while the vehicle is running or the vehicle is stopped. If the determination at S1 is negative, this routine is terminated. However, if the determination in S1 is affirmative, it is determined in S2 corresponding to the mote determination unit 74 whether or not the vehicle is traveling in the HV-2 (mode 4) mode. When the determination of the S2 is negative, the operation of the engine 12 is stopped at S5 corresponding to the engine stop control unit 78, reduction of the engine rotational speed N _E is started. However, if the determination in S2 is affirmative, it is determined in S3 corresponding to the shift position determination unit 70 whether or not the shift position is the P position. If this determination is positive, operation of the engine 12 is stopped at S5 corresponding to the engine stop control unit 78, reduction of the engine rotational speed N _E is started.

However, if the determination in S3 is negative, the clutch CL is disengaged and the brake BK is engaged in S4 corresponding to the engine stop control unit 78, so that the vehicle travel mode is HV− 2 (mode 4) after being switched to the HV-1 (mode 3) mode from the mode, in S5 corresponding to the engine stop control unit 78, the rotational speed N _E is positive of the engine 12 with the torque of the first electric motor MG1 to be reduced operation of the engine 12 is stopped, decrease in the engine rotational speed N _E is started. In During reduction of the engine rotational speed N _E, for example, when the engine rotational speed N _E falls below a preset determination value experimentally resonance is predicted, the rotational speed N _E of the engine 12 is rapidly resonance to pass through the band, it is actively i.e. rapidly reduced than the decrease rate of the far rotational speed N _E of the engine 12 with the torque of the first motor MG1. The reduction process of the engine rotational speed N _E due to the stop request of the engine 12, the clutch CL is disengaged, the torque of the second electric motor MG2 by lowering promote the course of the engine speed N _E by the first electric motor MG1 Compensation is possible, and torque compensation is performed by the second electric motor MG2.

As described above, according to the drive control apparatus 40 for the hybrid vehicle of the present embodiment, it has four rotation elements as a whole in the state where the clutch CL is engaged (on the collinear chart shown in FIGS. 4 to 7 and the like). The first planetary gear unit 14 as a first differential mechanism and the second planetary gear units 16 and 16 'as a second differential mechanism (represented as four rotation elements in FIG. 1) and the four rotation elements respectively Engine 12, the first electric motor MG1, the second electric motor MG2, and the output gear 30 which is an output rotating member, and one of the four rotating elements is a rotating element of the first differential mechanism. The rotating element of the second differential mechanism is selectively connected via a clutch CL, and the rotating element of the first differential mechanism or the second differential mechanism to be engaged by the clutch CL is non- Hauge as a rotating member In driving DoSo location of the hybrid vehicle which is selectively connected through the brake BK respect grayed 26, there is a stop request of the engine 12 when the second hybrid travel mode (HV-2) is selected In this case, since the engine 12 is stopped after switching to the first hybrid travel mode (HV-1), the second differential mechanism (second planetary gear device 16) connected by the clutch CL is used. Of the two rotating elements and the third rotating element, the second rotating element (carrier C2) which is not connected to the third rotating element in the first differential mechanism and the second in the first differential mechanism (first planetary gear unit 14). since rotating element (carrier C1) and are separated, occurs in the output rotary member (output gear 30) when the tries to lower the engine rotational speed N _E positively by the first electric motor intention An increase in the driving force (not shown) can be compensated (cancelled) by temporarily reducing the output torque of the second electric motor MG2 to maintain the driving force of the vehicle constant. For this reason, the inconvenience that the driving torque of the vehicle temporarily increases unintentionally is eliminated.

Further, according to the hybrid vehicle drive control device 40 of the present embodiment, a manual operation device (shift operation device) that manually selects a travel position that allows the vehicle to travel and a parking position that mechanically prevents the vehicle from traveling. 41) and the parking position is selected by the manual operation device, the engine 12 is stopped in the second hybrid travel mode (HV-2). Therefore, the engine rotational speed N _E by the first electric motor MG1 is by lowering actively, even if the increase in unintended driving torque is generated at the output member, mechanically constrained vehicle travels by the parking lock device 62 Therefore, the driving force of the vehicle is not output.

Further, according to the hybrid vehicle drive control device 40 of the present embodiment, when the engine rotation speed falls below a preset determination value, the engine rotation speed _NE is actively decreased using the first electric motor MG1. together is, the second electric motor MG2 is controlled so as to cancel a reaction force generated in the output member due to the decrease in the engine rotational speed N _E by the first electric motor MG1. Therefore, the engine rotational speed N _E by the first electric motor MG1 is by lowering actively, even if the increase in unintended driving torque is generated at the output member, the traveling of the vehicle is mechanically constrained, The driving force of the vehicle is not output.

Further, according to the driving DoSo location 10 of the hybrid vehicle of the embodiment, the first planetary gear set 14 includes a sun gear S1 of the first rotary element connected to said first electric motor MG1, coupled to the engine 12 The second planetary gear device 16 includes a carrier C1 as a second rotating element and a ring gear R1 as a third rotating element connected to the output gear 30, and the second planetary gear device 16 is connected to the second electric motor MG2. A sun gear S2 as one rotating element, a carrier C2 as a second rotating element, and a ring gear R2 as a third rotating element are provided, and any one of the carrier C2 and the ring gear R2 is a ring gear R1 of the first planetary gear unit 14. The clutch CL is connected to the carrier C1, the carrier C2, and the link in the first planetary gear unit 14. One of the gears R2 which is not connected to the ring gear R1 is selectively engaged, and the brake BK is one of the carrier C2 and the ring gear R2 which is not connected to the ring gear R1. Since the rotary element is selectively engaged with the housing 26 which is a non-rotating member, a practical hybrid vehicle drive control device 40 can be obtained.

  Next, another preferred embodiment of the present invention will be described in detail with reference to the drawings. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIGS. 12 to 17 show other hybrid vehicle drive devices 100, 110, 120, 130, 140, 150 to which the present invention is preferably applied instead of the hybrid vehicle drive device 10 of the first embodiment. It is a skeleton diagram explaining each composition. The drive control device for a hybrid vehicle according to the present invention, like the drive device 100 shown in FIG. 12 and the drive device 110 shown in FIG. 13, is the first electric motor MG1, the first planetary gear device 14, and the second The present invention is also preferably applied to a configuration in which the arrangement (arrangement) of the electric motor MG2, the second planetary gear device 16, the clutch CL, and the brake BK is changed. Like the driving device 120 shown in FIG. 14, the carrier C2 is allowed to rotate in one direction with respect to the housing 26 between the carrier C2 of the second planetary gear device 16 and the housing 26 which is a non-rotating member. The present invention is also preferably applied to a configuration in which a one-way clutch (one-way clutch) OWC that prevents reverse rotation is provided in parallel with the brake BK. As an alternative to the single-pinion type second planetary gear unit 16, such as a driving unit 130 shown in FIG. 15, a driving unit 140 shown in FIG. 16, and a driving unit 150 shown in FIG. The present invention is also preferably applied to a configuration including a pinion type second planetary gear device 16 '. The second planetary gear unit 16 'includes a sun gear S2' as a first rotation element, a carrier C2 'as a second rotation element that supports a plurality of pinion gears P2' meshed with each other so as to rotate and revolve, and a pinion gear. A ring gear R2 ′ as a third rotating element meshing with the sun gear S2 ′ via P2 ′ is provided as a rotating element (element).

  Thus, the hybrid vehicle drive device 100, 110, 120, 130, 140, 150 of the second embodiment is connected to the sun gear S1 as the first rotating element connected to the first electric motor MG1 and the engine 12. A first planetary gear unit 14 as a first differential mechanism including a carrier C1 as a second rotation element and a ring gear R1 as a third rotation element coupled to an output gear 30 as an output rotation member; A sun gear S2 (S2 ') as a first rotating element, a carrier C2 (C2') as a second rotating element, and a ring gear R2 (R2 ') as a third rotating element connected to the electric motor MG2, these carriers One of C2 (C2 ′) and ring gear R2 (R2 ′) is a second differential mechanism that is connected to the ring gear R1 of the first planetary gear unit 14. Of the star gear device 16 (16 '), the carrier C1 in the first planetary gear device 14, and the rotating element not connected to the ring gear R1 of the carrier C2 (C2') and the ring gear R2 (R2 ') And a rotating element which is not connected to the ring gear R1 out of the carrier C2 (C2 ′) and the ring gear R2 (R2 ′) to the housing 26 which is a non-rotating member. And a brake BK that is selectively engaged with the brake BK. For this reason, the same effects as those of the first embodiment can be obtained by providing the electronic control devices 40 of the first embodiment.

18 to 20 are collinear diagrams illustrating configurations and operations of other hybrid vehicle drive devices 160, 170, and 180 to which the present invention is preferably applied as an alternative to the drive device 10. 18 to 20, the relative rotational speeds of the sun gear S1, the carrier C1, and the ring gear R1 in the first planetary gear device 14 are represented by the solid line L1 as in the collinear charts of FIGS. The relative rotational speeds of the sun gear S2, the carrier C2, and the ring gear R2 in the second planetary gear device 16 are indicated by broken lines L2. In the hybrid vehicle drive device 160 shown in FIG. 18, the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the engine 12, and the second electric motor MG2, respectively. Has been. The sun gear S2, the carrier C2, and the ring gear R2 of the second planetary gear device 16 are connected to the housing 26 via the second electric motor MG2, the output gear 30, and the brake BK, respectively. The sun gear S1 and the ring gear R2 are selectively connected via the clutch CL. The ring gear R1 and the sun gear S2 are connected to each other. In the hybrid vehicle drive device 170 shown in FIG. 19, the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the output gear 30, and the engine 12, respectively. ing. The sun gear S2, the carrier C2, and the ring gear R2 of the second planetary gear device 16 are connected to the housing 26 via the second electric motor MG2, the output gear 30, and the brake BK, respectively. The sun gear S1 and the ring gear R2 are selectively connected via the clutch CL. The carriers C1 and C2 are connected to each other. In the hybrid vehicle drive device 180 shown in FIG. 20, the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the output gear 30, and the engine 12, respectively. ing. The sun gear S2, the carrier C2, and the ring gear R2 of the second planetary gear device 16 are connected to the housing 26 and the output gear 30 through the second electric motor MG2 and the brake BK, respectively. The ring gear R1 and the carrier C2 are selectively connected via a clutch CL. The carrier C1 and the ring gear R2 are connected to each other.

  In the embodiment shown in FIGS. 18 to 20, the first difference having four rotation elements (expressed as four rotation elements) on the collinear chart is the same as the embodiment shown in FIGS. The first planetary gear unit 14 as the moving mechanism and the second planetary gear units 16 and 16 'as the second differential mechanism, and the first electric motor MG1, the second electric motor MG2, and the engine connected to the four rotating elements, respectively. 12 and an output rotation member (output gear 30), one of the four rotation elements being the rotation element of the first planetary gear device 14 and the second planetary gear device 16, 16 '. A rotating element is selectively connected via a clutch CL, and the rotating element of the second planetary gear devices 16 and 16 'to be engaged by the clutch CL is braked against the housing 26 which is a non-rotating member. Via BK In that it is a drive control apparatus for a hybrid vehicle which is selectively connected, it is common. That is, the hybrid vehicle drive control apparatus of the present invention described above with reference to FIG. 9 and the like is also preferably applied to the configurations shown in FIGS. For this reason, the same effects as those of the first embodiment can be obtained by providing the electronic control devices 40 of the first embodiment.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the spirit of the present invention. Is.

10, 100, 110, 120, 130, 140, 150: Hybrid vehicle drive device 12: Engine 14: First planetary gear device (first differential mechanism)
16, 16 ': Second planetary gear device (second differential mechanism)
18, 22: Stator 20, 24: Rotor 26: Housing (non-rotating member)
28: Input shaft 30: Output gear (output rotating member)
40: Electronic control device (drive control device)
70: shift position determination unit 72: engine stop request determination unit 74: mote determination unit 76: travel mode switching control unit 78: engine stop control unit 80: resonance suppression control unit 82: torque compensation control unit BK: brake CL: clutch C1 , C2, C2 ′: Carrier (second rotating element)
MG1: first electric motor MG2: second electric motor R1, R2, R2 ': ring gear (third rotating element)
S1, S2, S2 ': Sun gear (first rotating element)

Claims (3)

A first differential mechanism and a second differential mechanism having four rotation elements as a whole, and an engine, a first electric motor, a second electric motor, and an output rotation member respectively connected to the four rotation elements;
One of the four rotation elements is one in which the rotation element of the first differential mechanism and the rotation element of the second differential mechanism are selectively connected via a clutch,
The rotating element of the first differential mechanism or the second differential mechanism to be engaged by the clutch is selectively connected to a non-rotating member via a brake,
As a travel mode, a first hybrid that travels by engaging the brake and releasing the clutch, receiving a reaction force of the output of the engine by the first electric motor, and driving the output member by the second electric motor A traveling mode, and a second hybrid traveling mode in which traveling is performed by releasing the brake and engaging the clutch and receiving the reaction force of the engine output by the first electric motor and the second electric motor. A hybrid vehicle drive control device comprising:
If there is a request to stop the engine when the second hybrid travel mode is selected, after the clutch is released and the brake is engaged, the mode is switched to the first hybrid travel mode. Stop the engine,
When the engine rotation speed falls below a predetermined judgment value at which resonance in a preset power transmission system is predicted, the engine rotation speed is positively reduced using the first electric motor, and the engine by the first electric motor is used. The drive control apparatus for a hybrid vehicle, wherein the second electric motor is controlled so as to cancel a reaction force generated in the output member due to a decrease in rotational speed. A manual operation device that manually selects a travel position that allows the vehicle to travel and a parking position that mechanically prevents the vehicle from traveling;
2. The drive control apparatus for a hybrid vehicle according to claim 1, wherein when the parking position is selected by the manual operation device, the engine is stopped in the previous second hybrid travel mode. The first differential mechanism includes a first rotating element connected to a first electric motor, a second rotating element connected to an engine, and a third rotating element connected to an output rotating member,
The second differential mechanism includes a first rotating element, a second rotating element, and a third rotating element connected to a second electric motor, and any one of the second rotating element and the third rotating element is the first rotating element. 1 is connected to the third rotating element in the differential mechanism,
The clutch is coupled to a second rotating element in the first differential mechanism and a third rotating element in the first differential mechanism among the second rotating element and the third rotating element in the second differential mechanism. Which selectively engages the rotating element that is not present,
The brake is configured such that, among the second rotating element and the third rotating element in the second differential mechanism, the rotating element that is not connected to the third rotating element in the first differential mechanism is connected to the non-rotating member. The drive control device for a hybrid vehicle according to claim 1 or 2, wherein the drive control device is selectively engaged.

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